05-02-2019, 11:46 PM
On cars and elsewhere very many tapers are relieved in the middle. It increases the pressure at the ends where loosening begins. Ford 10 axles which are prone to loosening are remedied by relieving.
Runout tolerance depends on the rpm. Effect is 4X increased at 7,000 rpm cf 3,500. .015 is certainly a lot. Perhaps if it is orientated to compress the inside radii at rear journal at revs it might benefit! Assuming the crank runs true, tapers can be adjusted by careful scraping.
Dynamic balancing of the flywheel alone is dubious unless runs on mandrel exactly as on flywheel. If balanced on crankshaft the shaft ideally needs to be balnced separately first, and correction limited to the flywheel. All a lot of expense. Being a thin plane, just static balance of flywheel assembly is often worthwhile for those with patience.
Runout tolerance depends on the rpm. Effect is 4X increased at 7,000 rpm cf 3,500. .015 is certainly a lot. Perhaps if it is orientated to compress the inside radii at rear journal at revs it might benefit! Assuming the crank runs true, tapers can be adjusted by careful scraping.
Dynamic balancing of the flywheel alone is dubious unless runs on mandrel exactly as on flywheel. If balanced on crankshaft the shaft ideally needs to be balnced separately first, and correction limited to the flywheel. All a lot of expense. Being a thin plane, just static balance of flywheel assembly is often worthwhile for those with patience.